Torque transmission device

ABSTRACT

A torque transmitting device in a drive train of a motor vehicle to transmit torque between an internal combustion engine having a drive shaft and a transmission having coaxial input shafts. The transmission input shafts are non-rotatably connected with a respective clutch disc having friction linings. An intermediate pressure plate is positioned between the friction linings of the clutch discs and is non-rotatably connected to the engine drive shaft. The friction linings of the clutch discs are between the intermediate pressure plate and respective axially movable clutch pressure plates that are actuated by an actuation device. To provide support for the double clutch unit the intermediate pressure plate is radially mounted on one of the two transmission input shafts.

BACKGROUND OF THE INVENTION

The present invention relates to a torque transmission device in thedrive train of a motor vehicle to transmit torque between a drive unit,especially an internal combustion engine having a drive shaft,especially a crankshaft, and a transmission with at least twotransmission input shafts that are tightly connected to a clutch dischaving a friction lining. An intermediate pressure plate is positionedbetween the friction linings of one clutch disc and the friction liningsof the other clutch disc and is tightly connected to the drive shaft ofthe drive unit. The friction linings of the clutch discs are between theintermediate pressure plate and outer pressure plates that move axiallywith the assistance of an actuation device, relative to the intermediatepressure plate, in reference to the transmission input shafts in orderto hold the friction linings between the intermediate pressure plate andthe outer pressure plates.

The two clutch disks and the interacting pressure plates form a doubleclutch. In conventional torque transmission devices with a doubleclutch, the double clutch bearing system is frequently complicated.

An object of the invention is to provide a torque transmission device bymeans of which the double clutch bearing system is improved.

SUMMARY OF THE INVENTION

The object is achieved in that an intermediate pressure plate isradially supported on at least one of the transmission input shafts of atorque transmission device in the drive train of a motor vehicle totransmit torque between a drive unit, especially an internal combustionengine having a drive shaft, especially a crankshaft, and a transmissionwith at least two transmission input shafts that are tightly connectedto a clutch disc having a friction lining. The intermediate pressureplate is positioned between the friction lining of one clutch disc andthe friction lining of the other clutch disc and is drivingly connectedto the drive shaft of the drive unit. The friction linings of the clutchdiscs are between the intermediate pressure plate and the outer pressureplates that move axially with the assistance of an actuation device,relative to the intermediate pressure plate, in reference to thetransmission input shafts, in order to hold the friction linings betweenthe intermediate pressure plate and the outer pressure plates. Thatarrangement provides a rigid and compact bearing system for the doubleclutch. The intermediate pressure plate can be directly or indirectlysupported on one of the transmission input shafts, for example via anessentially tubular hub.

One preferred exemplary embodiment of the torque transmission device ischaracterized in that the intermediate pressure plate is supported onone of the transmission input shafts by a bearing device (especially aradial bearing), especially on an internally hollow transmission inputshaft within which an additional transmission input shaft is rotatablycarried. The bearing can be, for example, a roller bearing or a journalbearing.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that one of the clutch discs is releasably affixed(i.e., removable without destroying it) to one of the transmission inputshafts, especially on the additional transmission input shaft. Thebearing for the intermediate pressure plate is, for example, a supportbearing that is inserted onto a bearing seat on the hollow outertransmission input shaft during assembly of the double clutch and isaxially secured with a snap ring. Then one of the clutch discs isaffixed to the additional inner transmission input shaft.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the clutch disc affixed to one of thetransmission input shafts, especially to the additional innertransmission input shaft, has a two-part design. An engine-side inputclutch disc affixed to the additional inner transmission input shaftprevents access to the snap ring. The two-part design makes it easier toaccess the bearing of the intermediate pressure plate.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the clutch disc affixed to one of thetransmission input shafts, especially to the additional innertransmission input shaft, has a hub from which an inner flanged ringextends that is releasably affixed, i.e., removable without destroyingit, to an outer, flange-like ring on which the friction linings areradially outwardly positioned. The radially outer flange-like ring ispreferably installed in the double clutch on the transmission sideduring assembly. The radially inner flange-like ring with the hub isloosely placed on the double clutch and is mounted only after installingthe snap ring.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the two flange-like rings are connected by atleast one screw connection. The two flange-like parts are advantageouslycentered by means of a centering seat. The two flange-like rings can beinterconnected with each other via a toothed connection, for example.Additionally, the two flange-like parts or flange-like rings can bereleasably connected by at least one snap connection.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that one of the transmission input shafts isdesigned as a hollow shaft within which the additional innertransmission input shaft is rotatably mounted. An essentially tubularhub is rotatably mounted between the two transmission input shafts witha drive-side and a transmission-side end, and the intermediate pressureplate is affixed to the drive-side of the hub. It is preferably securedby rivets. The intermediate pressure plate can also be secured to thehub by flanging or with a centering seat with a snap ring.

Other preferred exemplary embodiments of the torque transmission deviceare characterized in that the transmission-side end of the hub withinthe hollow shaft is mounted in the hollow shaft, on the hollow shaft, oron the additional transmission input shaft. The bearing can be a rollerbearing, preferably a needle bearing, or a journal bearing. Forlubrication, the bearing can be connected with the oil chamber of thetransmission, or with its own independently sealed grease lubricationsystem. The rigidity of the bearing is preferably such that the naturalfrequency of the relaxation oscillation relative to the first order liesabove the driving mode.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the intermediate pressure plate is supported inan axial direction on one of the transmission input shafts. The axialcontrol forces of the double clutch are thereby no longer transmitted tothe crankshaft.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the double clutch is pre-assemblable in aclutch housing. The clutch housing is also termed the bell housing. Theaccessibility of the pre-assembly points is enabled by correspondingaccesses in the drive-side clutch disc of the double clutch, forexample.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the bearing site of the pre-assembled doubleclutch is around or close to the center of gravity of the double clutch.That arrangement of the bearing site or bearing device of theintermediate pressure plate makes it easier to mount and transport thepre-assembled double clutch.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that one of the transmission input shafts isdesigned as a hollow shaft within which the additional innertransmission input shaft is rotatably mounted, whereby the intermediatepressure plate is mounted via a bearing device directly on one of thetransmission input shafts, especially the additional inner transmissioninput shaft. An additional pilot bearing can be provided for theadditional inner transmission input shaft in the drive shaft on thedrive-side end of the additional inner transmission input shaft.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that one of the transmission input shafts isdesigned as a hollow shaft within which the additional innertransmission input shaft is rotatably mounted, whereby the intermediatepressure plate is mounted via a bearing device to a hub bearing that isreleasably affixed, i.e., removable without destroying it, to thedrive-side end of the additional inner transmission input shaft. The hubbearing is affixed using a screw that is screwed into a correspondingthreaded hole in the drive-side end of the additional transmission inputshaft, for example.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that one of the clutch discs is non-rotatablyconnected to the hub bearing. The hub bearing enables both clutch discsto have the same hub geometry. An additional pilot bearing can beprovided for the additional transmission inner input shaft in the outputshaft on the input-side end of the hub bearing.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the bearing device includes a bearing outerrace that is radially affixed to the inside of the intermediate pressureplate, and/or a bearing inner race that is radially affixed to theoutside of the associated transmission input shaft. The bearing deviceis preferably designed as an angular contact ball bearing, for example agrooved ball bearing. The bearing outer race can also be integrated intothe intermediate pressure plate. Roller bearings are disposed betweenthe bearing outer race and bearing inner race in a familiar manner.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the bearing inner race has a supporting sectionthat is inserted radially inward onto one of the transmission inputshafts, so that the transmission-side end of the bearing section lies ona step formed on the associated transmission input shaft. The supportsection essentially has the same shape as a circular cylinder barrel.Radially outwardly, the support section forms a contact surface for theroller bearings of the bearing device. Instead of the step, a snap ringcan be axially affixed to the associated transmission input shaft.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that an attachment section extends from theinput-side end of the support section, to which a retaining ring isreleasably affixed (i.e., removable without destroying it). Theattachment section extends in a substantially radial direction. Theretention ring is preferably affixed by means of at least one screwconnection to the attachment section.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the retention ring is fixed with the aid of ascrew connection to the attachment section of the bearing inner race.The screw connection is accessible during assembly, for example througha corresponding opening in the associated output-side clutch disc.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the retention ring has a locating sectionradially on the inside that exerts a closing force on the locking ring,depending upon the status of the screw connection, and the force causesthe locking ring to engage in an annular groove that is provided in theassociated transmission input shaft. That makes it easy to axially affixthe bearing device on the associated transmission input shaft.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the locking ring is slotted and is so biasedthat it can be inserted onto the associated transmission input shaft.Only when the screw is tight is the biasing force of the locking ringovercome so that it is axially fixed in the annular groove.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the bearing outer race, the bearing inner race,the retention ring and/or the locking ring are made of sheet metal. Thatcan reduce manufacturing costs.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that there is a torsional vibration damper betweenthe output shaft of the drive unit and the double clutch, especially adual-mass flywheel including a damper input part that is non-rotatablyaffixed to the output shaft of the drive unit, and a damper output partthat is releasably attached (i.e., removable without destroying it) to adouble clutch housing part to which the intermediate pressure plate isaffixed. The releasable connection is preferably a form-locking, axialplug-in connection, especially with complementary teeth. The input partof the vibration damper is centered on the crankshaft. The double clutchis centered on one of the transmission shafts. Any offset in a radialdirection can be at the contact site between the output part of thevibration damper and the energy storage mechanisms, especially bowsprings of the vibration damper. The plug-in connection, preferablydesigned as a tooth arrangement, ensures sufficient axial mobility ofthe double clutch relative to the vibration damper. That makes assemblyeasier. The primary parts or input parts of the vibration damper can bepre-assembled on the crankshaft. In addition, axial vibrations of thecrankshaft that arise during operation are not transmitted to theclutch.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that there is a spring device between the doubleclutch housing part and the damper output part; the spring devicepresses the damper output part against a friction/sliding device that isbetween the damper input part and the damper output part. The springdevice is preferably a diaphragm spring. The friction/sliding device iseither attached to the damper input part, or the damper output part.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the damper output part has a recess to receivea section of the double clutch housing part on its inside radiallywithin the friction/sliding device. That produces a stable, non-rotatingconnection between the parts connected by the plug-in connection.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the double clutch housing part is made of sheetmetal, and has a flanged region that serves to fasten the double clutchhousing part to the intermediate pressure plate. The flanged regionpreferably has several feet with through-holes for fasteners, such asscrews or rivets.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the double clutch housing part has an externalspline section that is designed as a single piece with the flangedregion and is complementary to an internal spline that is providedradially inward on the damper output part. The complementary teetheasily provide a nonrotating plug-in connection between the doubleclutch housing part and the output part of the vibration damper.

Another preferred embodiment of the torque transmission device ischaracterized in that the section with the external teeth lies in aradial direction between the inner diameter and the outer diameter ofthe friction lining of the neighboring clutch disc. That arrangement hasproven to be advantageous within the framework of the present invention.

Another preferred embodiment of the torque transmission device ischaracterized in that there is a reinforcing edge on the double clutchhousing part radially within the external tooth region. Innerreinforcement can be alternately provided by inserting another part.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that the damper output part is essentially shapedlike an annular disc made of sheet metal, on which there is a radialinternal spline and at least one radial outside catch finger or arm thatengages in an energy storage mechanism of the vibration damper. Theinternal spline can be continuous. The internal spline can also havesections without teeth to provide peripheral reinforcement and improvethe deformation behavior of the double clutch housing part. The damperoutput part can have one or a plurality of parts.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that two catch fingers or catch arms arediametrically opposed radially on the outside of the damper output part.That ensures that the torsional vibration damper functions sufficiently.

Another preferred exemplary embodiment of the torque transmission deviceis characterized in that there are radial slots near the catch fingersin the damper output part. The slots serve to make the output partelastic. That makes it possible to bias the connection between thedamper output part and the double clutch housing part when assembled.

BRIEF DESCRIPTION OF THE DRAWINGS

Additional advantages, features, and details of the invention are foundin the following description in which various exemplary embodiments aredescribed in detail with reference to the drawings. The features citedin the claims and in the description may be essential to the inventionby themselves or in any combination thereof. The following is shown inthe drawings:

FIG. 1 is a longitudinal cross section of a torque transmission devicewith a two-part clutch disk;

FIG. 2 is a longitudinal cross-sectional view of an assembled two-partclutch disk of the torque transmission device of FIG. 1;

FIG. 3 is a longitudinal cross-sectional view of the torque transmissiondevice of FIG. 1 before installing a torsional vibration damper;

FIG. 4 is an enlarged, fragmentary, cross-sectional view of a torquetransmission device with a so-called on-tube bearing;

FIG. 5 is an enlarged, fragmentary, cross-sectional view of a torquetransmission device with a so-called in-tube bearing;

FIG. 6 is a longitudinal cross-sectional view of a torsional vibrationdamper of a torque transmission device and of an intermediate pressureplate axially abutting one of the transmission input shafts duringassembly;

FIG. 7 is a longitudinal cross-sectional view of a torque transmissiondevice as in FIG. 6 when assembled;

FIG. 8 is a longitudinal cross-sectional view as in FIG. 7, whereby theintermediate pressure plate is mounted on a transmission hollow shaft;

FIG. 9 is a longitudinal cross-sectional view of an embodiment in whichthe intermediate pressure plate is mounted on a hub bearing that isattached to the end of one of the transmission input shafts;

FIG. 10 is a longitudinal cross-sectional view of an embodiment in whichthe bearing of the intermediate pressure plate is offset from the inputshaft;

FIG. 11 is an enlarged, fragmentary cross section of the structure shownin FIG. 8;

FIG. 12 is a perspective view of a damper output part that can beinserted onto a coupling housing part;

FIG. 13 is an enlarged fragmentary view of the connected parts shown inFIG. 12;

FIG. 14 is a plan view of a damper output part in accordance withanother exemplary embodiment;

FIG. 15 is a plan view of a slotted variation of a damper output part;

FIG. 16 is a plan view of a two-part design of a damper output part, and

FIG. 17 is a longitudinal cross-sectional view of a torque transmissiondevice in accordance with another exemplary embodiment in which theclutch discs of the double clutch are coupled via a separate damper tothe associated transmission input shaft.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows a part of a drive train 1 of a motor vehicle. A doubleclutch 6 is between a drive unit 3, especially an internal combustionengine, from which a crankshaft 4 extends, and a transmission 5. Thereis a vibration damper 8 between the drive unit 3 and the double clutch6. The vibration damper 8 is a dual-mass flywheel.

The crankshaft 4 of the internal combustion engine 3 is firmly connectedvia screw connections 9, 10 to an input part 11 of the torsionalvibration damper 8. The input part 11 of the torsional vibration damper8 is essentially shaped like a radially-extending annular disc thatforms a vibration damper cage radially outwardly. A starter ring gear 12is attached radially to the outside of the input part 11. At least oneenergy storage mechanism, especially a spring device 16, is at leastpartially held by the vibration damper cage. An output part 18 of thevibration damper 8 engages the spring device 16. A slide ring/frictionring 19 is in between the input part 11 and the output part 18, and thering is affixed to the input part 11. Between the output part 18 and aclutch housing part 22, is a biased diaphragm spring 20 to press theoutput part 18 of the torsional vibration damper 8 against the slidering/friction ring 19.

Radially inwardly, the output part 18 of the torsional vibration damper8 is releasably attached (i.e., it can be removed without beingdestroyed) to the clutch housing part 22. An intermediate pressure plate26 is affixed to the clutch housing part 22 with the aid of rivets, ofwhich only one rivet connection 24 can be seen in the sectional view. Onthe drive side, friction linings 29 of a first clutch disc 31 can beclamped between the intermediate pressure plate 26 and a first pressureplate 28. The first clutch disc 31 is tightly held via a hub 33 to afirst transmission input shaft 35 that is designed as a solid shaft. Thefirst transmission input shaft 35 is rotatably mounted within a secondtransmission input shaft 36 that is designed as a hollow shaft. A hub 38is rotatably mounted on the input-side end of the second transmissioninput shaft 36 with the aid of a roller bearing 37, and the intermediatepressure plate 26 is radially affixed to the outside of the hub 38. Onthe transmission side, friction linings 40 of a second clutch disc 42can be clamped between the intermediate pressure plate 26 and a secondpressure plate 39. The second clutch disc 42 is non-rotatably connectedvia a hub 43 to second transmission input shaft 36.

The double clutch 6 has a clutch housing 44 to which the first andsecond axially movable pressure plates 28, 39 are non-rotatably mounted.In addition, the intermediate pressure plate 26 is affixed to the clutchhousing 44. The clutch housing 44 is drivingly connected to thecrankshaft 4 via the clutch housing part 22 and the torsional vibrationdamper 8. The double clutch 6 is actuated in a familiar manner via theactuation devices 46, 47 that interact with actuating levers 48, 49.

FIG. 2 shows the double clutch 6 during assembly. The second clutch disc42 and hub 38 with the intermediate pressure plate 26 and roller bearing37 are pre-assembled on the transmission side. In addition, one can seein FIG. 2 that the first clutch disc 31 includes an inner flanged ring51 attached to the hub 33, and an outer flanged ring 52 attached to thefriction linings 29. Inner and outer rings 51, 52 are releasablyconnected by a fastening means, such as fastener 32, which is shown inFIGS. 1-3 as a fastening clip. In FIG. 2, the friction linings 29 withthe outer flanged ring 52 and the first pressure plate 28 arepre-assembled on the input side. The hub 33 with the inner flanged ring51 of the first clutch disc 31 is not mounted. In that state, a snapring 55 can be attached to axially secure the roller bearing 37 to thetransmission-side end of the second transmission input shaft 36. Thenthe hub 33 with the inner flanged ring 51 can be attached to the outerflanged ring 52.

FIG. 3 shows the first clutch disc 31 in an assembled state. In the nextassembly step, the clutch housing part 22 is connected to the outputpart 18 of the torsional vibration damper 8.

FIG. 4 shows a part of a drive train 61 of an automobile. A doubleclutch 66 is between a drive unit 63 (especially an internal combustionengine) from which a crankshaft 64 extends, and a transmission 65. Thecrankshaft 64 of the internal combustion engine 63 is non-rotatablyconnected via screw connections 68 to a so-called flex plate 70.Radially outwardly a starter ring gear 71 is attached to the flex plate70. Several vanes 72 extending from a carrier plate 73 are attached tothe starter ring gear 71. The carrier plate 73 is securely connected tothe crankshaft 64. Screw connections 75 affix an intermediate pressureplate 78 and a clutch housing part 79 radially to the outside of thecarrier plate 73.

On the input side, friction linings 89 of a first clutch disc 91 can beclamped between the intermediate pressure plate 78 and a first pressureplate 88. The first clutch disc 91, through an intermediate torsionalvibration damper 92, is coupled to a hub 93 that is non-rotatablyconnected to a first transmission input shaft 95. The first transmissioninput shaft 95 is designed as a solid shaft and is rotatably carriedwithin a second transmission input shaft 96 that is designed as a hollowshaft.

A tubular hub 98 is rotatably mounted on the first transmission inputshaft 95 by means of a needle bearing 97. The tubular hub 98 is betweenthe two transmission input shafts 95 and 96. On the input side, thetubular hub 98 has a conically expanding region to which theintermediate pressure plate 78 is radially outwardly affixed by means ofrivets 99.

On the transmission side, friction linings 101 of a second clutch disc102 can be held between the intermediate pressure plate 78 and a secondpressure plate 100. The second clutch disc 102 is coupled via atorsional vibration damper 103 to a hub 104 that is non-rotatablyconnected to the second transmission input shaft 96.

The two pressure plates 88 and 100 can move axially in a familiar matterwith the aid of actuating devices 106, 107 and actuating levers 108,109, relative to the intermediate pressure plate 78. The crankshaft 64transmits torque to double clutch 66 via the carrier plate 73 and theflex plate 70. The tubular hub 98 is disposed radially between the twotransmission input shafts 95 and 96 of the double clutch transmission.

The exemplary embodiment shown in FIG. 5 shows a similar torquetransmission device as in FIG. 4. The same reference numbers are used asin FIG. 4 to designate the same parts in order to avoid repetition. Thefollowing will discuss the differences between the two exemplaryembodiments.

In the exemplary embodiment shown in FIG. 4, the tubular hub 98 isrotatably supported on the solid shaft 95. In the exemplary embodimentshown in FIG. 5, the tubular hub 98 is rotatably supported within thehollow shaft 96 with the aid of a needle bearing 117.

In the exemplary embodiments shown in FIGS. 1 to 5, the engagement forceis supported against the crankshaft when the double clutch is actuated.To increase rigidity, the carrier plate 73 in the exemplary embodimentsin FIGS. 4 and 5 is preferably designed with conical surfaces and hasair holes to ensure that the double clutch 66 is adequately cooled. Toincrease rigidity, the tubular hub 98 has a conical region in thetransition section to the intermediate plate 78. The tubular hub 98 canbe made of an inductively hardened or appropriate deep drawn sheet-metalpart, or a corresponding forged part.

FIG. 6 shows a longitudinal section of a torque transmitting device thatis also termed a clutch assembly 140. The clutch assembly 140 includes adouble clutch 150 that connects a drive shaft 151, especially acrankshaft of an automobile engine, with two drivable shafts 152, 153,especially transmission input shafts, and can be separated from them.The double clutch 150 is connectable via a vibration damper 154 to theautomobile engine, also termed an internal combustion engine. Thetorsional vibration fed by the crankshaft 151 to the damper 154 is atleast substantially filtered so that it is at least not completelytransmitted to the double clutch 150 or the transmission shafts 152,153.

In regard to the basic design and function of the damper 154 that inthis instance is a component of the so-called dual-mass flywheel, orforms a dual-mass flywheel, reference is made to DE OS 19728422, DE-OS195 22 718, DE-OS 41 22 333, DE-OS 41 17 582, and DE-OS 41 17 579. Thedamper 154 includes an input part 155 that is securely connected viaradially inner sections to the crankshaft 151, for example by means ofscrews 156. The input part 155 is formed by a shaped sheet-metal partthat carries another component 157 radially outwardly, which componentis also a shaped sheet-metal part in this instance. The two components155 and 157 border an annular chamber 158 in which are held at least theenergy storage mechanisms (helical springs 159 in this instance) of atleast one damper. The chamber 158 is preferably sealed at least radiallyoutwardly and contains at least a small quantity of a viscous mediumthat preferably is a lubricant. The torque introduced by the crankshaft151 into the clutch assembly 140 is transmitted via the input part 155,157 to the energy storage mechanism 159, and is conducted from there viaan output part 160 that also engages the energy storage mechanisms 159to the double clutch 150. The output part 160 is formed by a flange-likecomponent that radially engages in the inside of the chamber andinteracts via arms or fingers 161 with the end regions of the energystorage mechanisms 159.

A slide ring/friction ring 163 is arranged between the input part 155and the output part 160, and the ring is affixed to the input part 155.Between the output part 160 and the component 157, there is a biaseddiaphragm spring 164 so that the output part 160 of the torsionalvibration damper 154 is pressed against the slide ring/friction ring163.

Radially inwardly, the output part 160 of the torsional vibration damper154 includes internal teeth 166. The internal teeth 166 of the outputpart 160 are complementary with the external teeth 167 that are on aclutch housing part 168. The toothed arrangement is designed so that thetorsional vibration damper 154 with the output part 160 can be insertedonto the coupling housing part 168 in an axial direction. The couplinghousing part 168 is connected to an intermediate pressure plate 170 bythe connections 169, of which only one rivet connection is shown in thecross-sectional view in FIG. 6. The intermediate pressure plate 170interacts with pressure plates 171, 172 that are provided on thetransmission side and on the drive side, respectively. Friction linings173 that are attached radially outwardly to a first clutch disc 174 arebetween the intermediate pressure plate 170 and the pressure plate 172.The first clutch disc 174 is attached radially inwardly to a hub 175that is firmly fixed to the first transmission shaft 152 and is designedas a solid shaft.

The solid shaft 152 that is also referred to as the first transmissioninput shaft is rotatably mounted within the second transmission inputshaft 153 that is designed as a hollow shaft. A hub 178 to which asecond clutch disc 179 is attached radially outwardly is non-rotatablycarried on the input-side end of the second transmission input shaft153. Radially affixed to the outside of the second clutch disc 179 arefriction linings 180 that can be clamped between the intermediatepressure plate 170 and the second pressure plate 171.

The transmission shaft 152 that is designed as a solid shaft has a shaftsection 181 between hub part 175 and hub part 178 on which a bearingdevice 183 is mounted for the intermediate pressure plate 170. Thebearing device 183 includes a bearing outer race 184 that is affixedradially inwardly of the intermediate pressure plate 170, and a bearinginner race 185 that lies radially outwardly of shaft section 181.Rolling bodies 186 in the form of balls or rollers are positionedbetween the bearing inner race 185 and the bearing outer race 184. Thebearing inner race 185 is axially secured by snap rings 188, 189 thatfit in corresponding grooves of the solid shaft 152. The snap ring 189is slotted and is also referred to as a locking ring. A retaining ring191 is radially outwardly secured to the bearing inner race 185 by ascrew 190; the retaining ring holds the locking ring 189 in anassociated ring groove in the solid shaft 152.

FIG. 6 shows a pre-assembled clutch assembly 140. The torsionalvibration damper 154 that is also referred to as a dual-mass flywheel ispre-assembled on the crankshaft 151. The double clutch 150 ispre-assembled on the first transmission input shaft 152 with the aid ofthe bearing device 183. The hubs 175, 178 are non-rotatably secured tothe respective transmission shafts 152, 153. During assembly, thebearing device 183, and particularly the screw 190 for assembly and foraxially securing the bearing device 183, are accessible from the outsidethrough an opening 192 in the first clutch disc 174. The bearing device183 is axially secured between the snap rings 188, 189 on the shaftsection 181 of the first transmission shaft 152 using the screw 190 andthe retaining ring 191. The flow of power is completed when the doubleclutch 150 is actuated given the axial support of the intermediatepressure plate 170 on the first transmission shaft 152.

The transmission input shafts 152, 153 are provided with helical teethat the transmission side that enable the absorption of axial force. Inaccordance with one aspect of the present invention, the output part 160of the dual-mass flywheel 154 is not centered by an additional bearing.In accordance with another aspect of the present invention, the bearingdevice 183 is at or near the center of gravity of the double clutch 150.That provides stable support for the double clutch 150 duringtransportation and assembly.

The double clutch 150 has a clutch housing 194 to which the intermediatepressure plate 170 is attached. The pressure plates 171, 172 are fixedto the clutch housing 194 in a manner that prevents rotation but allowsaxial movement. The clutch housing 194 can be non-rotatably connected tothe crankshaft 151 by means of interengaging teeth 166, 167. The doubleclutch 150 is actuated in a familiar matter via the actuation devices196, 197 that interact with actuating levers 198, 199.

On the input-side end of the first transmission shaft 152, there is ajournal pin 201 that is received in a blind hole 204 in thetransmission-side end of the crankshaft 151. A needle bearing 206, alsoreferred to as a pilot bearing, is positioned within the blind hole 204.

FIG. 7 shows an assembled torque transmission device 140 similar to theone shown in FIG. 6. For reasons of clarity, not all parts are providedwith reference numbers. When assembled, the output part 160 of thedual-mass flywheel 154 is non-rotatably connected via its internal teeth166 to the external teeth 167 of the coupling housing part 168. Theconnection is also referred to as an axial plug-in connection 220. Whenconnecting the transmission to the engine, the connection of the doubleclutch 150 to the dual-mass flywheel 154 is made by the tootharrangement 220. The output part 160 can also center the torsionalvibration damper 154 (also termed the output flange) on the clutchhousing part 168. A bearing, especially a radial bearing, is notnecessary between the input part 155 and the output part 160 of thedual-mass flywheel 154. The tooth arrangement 220 allows an axialdisplacement that enables vibrations to be decoupled. The bearing device183 is suitably positioned in relation to the center of gravity of thedouble clutch 150. When the double clutch 150 is assembled, the journalpin 201 of the first transmission shaft 152 is supported within thecrankshaft 151 by the needle bearing 206. The bearing is also referredto as a pilot bearing and serves to improve the radial support of theclutch mass. The pilot bearing also reduces the radial offset of thetransmission shaft 152 in relation to the crankshaft 151.

FIG. 8 shows a torque transmission device in accordance with anotherexemplary embodiment of the present invention. The same referencenumbers are used to identify the same parts as were used in priorexemplary embodiments. For reasons of clarity, reference numbers notnecessary for understanding are not included in FIG. 8. The followingwill discuss the differences between the individual exemplaryembodiments.

In the exemplary embodiment in FIG. 8, the intermediate pressure plateis not supported on the first, solid transmission input shaft 152;instead, it is supported on the second, hollow transmission input shaft153. The hollow second transmission shaft 153 has a shaft section 221 onits input-side end on which a bearing device 223 is mounted. The bearingdevice 223 has a bearing outer race 224 that is radially inwardlysecured to the intermediate pressure plate 170. In addition, the bearingdevice 223 has a bearing inner race 225 that is radially outwardlyarranged on the shaft section 221 of the hollow transmission shaft 153.Rolling bodies 226 are positioned between the bearing inner race 225 andthe bearing outer race 224.

On the transmission side, the bearing inner race 225 is axially fixed ata step 228 on the second transmission input shaft 153. On the inputside, the bearing inner race 225 is axially secured by a snap ring 229that is also called a locking ring and is received in an annular groovein the second transmission input shaft 153. A retaining ring 231 isradially secured to the outside of the bearing inner race 225 by a screw230; the retaining ring holds the snap ring 229 in the annular groove inthe second transmission input shaft 153.

The hollow transmission input shaft 153 is preferably supported directlyin a transmission housing (not shown). It can therefore enhance axialclutch support to position the double clutch on the hollow transmissioninput shaft 153. That serves to reduce axial play.

FIG. 9 shows an exemplary embodiment that is similar to the embodimentsshown in FIGS. 6 and 7. The same reference numbers are used to identifythe same parts. To avoid repetition, reference is made to the priordescription of FIGS. 6 and 7. The following will only discuss thedifferences between the exemplary embodiments.

In the exemplary embodiment shown in FIG. 9, the clutch housing part 168is moved further radially inward than in the prior exemplaryembodiments. The internal teeth 166 of the output part 160 of thetorsional vibration damper 154 and the external teeth 167 of the clutchhousing part 168 are located in the region of the inner diameters of thefriction linings 173, 180 of the double clutch 150.

In addition, the hub 175 in the exemplary embodiment in FIG. 9 is notdirectly mounted on the solid first transmission input shaft 152;rather, it is mounted on a hub bearing 235. The hub bearing 235 hasessentially the shape of a circular cylinder sleeve section with thesame outer diameter as the hollow second transmission input shaft 153.On the input-side end of the hub bearing 235, there is a bearing sleeve236 that has a smaller outer diameter than the hub bearing 235. With theaid of a needle bearing 237 that is also referred to as a pilot bearing,the bearing sleeve 236 is rotatably mounted in a retaining element 238that is affixed to the crankshaft 151 by the screws 156.

The circular cylinder sleeve section of the hub bearing 235 is alsoreferred to as an attachment section 239. The attachment section 239 ofthe hub bearing 235 is non-rotatably connected radially inwardly of thehub 175 of the first clutch disc 174. The hub bearing 235 is secured tothe input-side end of the solid first transmission input shaft 152 witha screw 241. The attachment section 239 of the hub bearing 235 has astep 242 on its transmission-side end. The step 242 axially positions abearing device 243 for the intermediate pressure plate 170 on the solidfirst transmission input shaft 152. The bearing device 243 includes abearing outer race 244 that is radially inwardly secured to theintermediate pressure plate 170. In addition, the bearing device 243includes a bearing inner race 245 that is radially mounted on theoutside of the transmission-side end of the hub bearing 235. The bearinginner race 245 axially abuts the step 242. Rolling bodies 245 arebetween the bearing inner race 244 and the bearing outer race 246.

The bearing device 243 can be pre-assembled and hence axially fixed onthe hub bearing 235. While mounting the double clutch 150 in a bellhousing 247, the hub bearing 235 is inserted onto the input-side end ofthe solid first transmission input shaft 152. The screw 241 for axiallyfixing the hub bearing 235 to the solid transmission input shaft 152 canbe easily reached during assembly. The axial support for the clutchforce is provided via the step 242 on the hub bearing 235.

The tight connection between hub 175 and hub bearing 235 also enablesthe transmission of torque between the clutch disc 174 and the solidtransmission input shaft 152. It is particularly advantageous that thetwo clutch discs 174, 179 can have the same hub geometry due to theouter diameter of the attachment section 239.

FIG. 10 shows an exemplary embodiment that is similar to those of FIGS.6 and 7. The same reference numbers are used to identify the same parts.To avoid repetition, reference is made to the prior description of FIGS.6 and 7. The following will discuss the differences between theindividual exemplary embodiments.

In the exemplary embodiment shown in FIG. 10, a clutch housing part 248is affixed to the intermediate pressure plate 170, and the clutchhousing part extends further radially inward than in the prior exemplaryembodiments. Radially outwardly, the clutch housing part 248 is affixedto the intermediate pressure plate 170 with rivets 249. At the region ofthe pressure plate 172, the clutch housing part 248 is non-rotatablyconnected by the external teeth 167 to the internal teeth 166 of thedamper output part 160. A connecting part 252 extends radially inwardlyfrom the region of the clutch housing part 248 with the external teeth167. The radial inner end of the connecting part 252 abuts the solidtransmission input shaft 152 via a bearing device 253. The bearingdevice 253 includes a bearing outer race 254 and a bearing inner race255. Rolling bodies 256 are positioned between the bearing inner race255 and the bearing outer race 254. The bearing outer race 254 isaffixed to a carrier ring 257 that is axially fixed to the crankshaft151 by a snap ring 259 that is also referred to as a locking ring. Onthe side of the bearing device 255 facing the transmission, the hub 175of the first clutch disc 174 is non-rotatably secured to the solidtransmission input shaft 152. The bearing device 253 is on a shaftsection 261 of the solid transmission input shaft 152 that lies betweenthe journal pin 201 of the transmission input shaft 152 and the hub 175.

In the exemplary embodiment shown in FIG. 10, the bearing device 253 isarranged in front of the clutch disc hubs 175, 178 on the input side.That makes axial assembly location easier. The disadvantage of thatarrangement is that the bearing device 253 is not optimally below thecenter of gravity of the double clutch 150.

In FIG. 11, the section with the bearing device 223 of FIG. 8 is shownenlarged. In FIG. 11, one can see that the bearing inner race 225 has anessentially circular cylinder sleeve section 265 that is axially fixedbetween the step 228 and the locking ring 229 on the input-side end ofthe hollow transmission input shaft 153. An attachment section 267extends outward essentially in a radial direction from the input-sideend of the sleeve section 265. The retaining ring 231 is secured with ascrew 230 to the attachment section 267 that is joined as a single pieceto the sleeve section 265.

In FIG. 11, it can be seen that the bearing device 223 includes sheetmetal parts. Before assembly, the screws 230, that are also termedlocking screws, are loosened. That allows the retaining ring 231 to moveaxially, and allows the biased, slotted locking ring 229 to expand. Whenthe double clutch with the bearing device 223 is inserted onto thehollow transmission input shaft 153, the locking screws 230 can then betightened through the openings 192 in the first clutch disc 174. Theradially internally conical retaining ring 231 compresses the lockingring 229 when the locking screws 230 are tightened so that the lockingring engages in the annular groove in the hollow transmission shaft 153.That secures the double clutch in an axial direction. Whendisassembling, the locking screws 230 must be loosened. The locking ring229 then opens due to its bias. Depending upon the design, snap hooks ora bayonet ring can be used instead of the locking ring 229 to axiallysecure the bearing device 223. However, it must be ensured that thecorresponding mounting sites (such as the openings 192) remainaccessible from the outside during assembly.

FIG. 12 shows a perspective view of a separated damper output part 160with internal teeth 166 and a clutch housing part 168 with externalteeth 167, as in the torque transmission devices shown in FIGS. 6 and 7.The damper output part 160, which is also referred to as a clutchflange, is designed as a sheet metal part. Radially outwardly, twodiametrically opposed arms or fingers 161, 162 are on the damper outputpart 160. The internal teeth 166 and the external teeth 167 are providedwith chamfers and roundings to facilitate assembly. The teeth are easilyengaged during assembly, given the high number of teeth and equivalenttooth shape over the entire perimeter. To leave a large amount ofinstallation space for the clutch on the clutch side of the flange, thedamper output part 160 is narrow both axially and radially.

The clutch housing part 168 has a flanged region 281 on the transmissionside that has several feet 282, 283, 284. There are severalthrough-holes 286, 287, 288 in the feet for fasteners. The clutchhousing part 168 has a radially-inwardly-extending reinforcing edge 290.The reinforcing edge 290 serves to minimize undesired deformation of theexternal teeth 167.

FIG. 13 shows an enlarged section of a portion of FIG. 12 where theinternal teeth 166 of the damper output part 160 are engaged with theexternal teeth 167 of the clutch housing part 168. As can be seen inFIG. 13, the clutch housing part 168 with its external teeth can beaxially inserted into the damper input part 160.

FIGS. 14 to 16 show plan views of different exemplary embodiments of thedamper output part 160. In all exemplary embodiments, two arms orfingers 161, 162 are diametrically opposed on the outside of the damperoutput part 160. In addition, the damper output part 160 is relativelythin in all three exemplary embodiments. When force is introducedthrough the arc-shaped springs of the dual-mass flywheel, there exists atendency to bulge in a radial direction. By holding the damper outputpart 160 on the more rigid coupling housing part 168 (see FIG. 12),which is also termed the inner part, the extent of the deformation iskept within tolerable limits for the teeth.

In the exemplary embodiment shown in FIG. 14, the teeth 166 are notcontinuous; rather, there are also regions 294, 295 without teeth. Thedeformation behavior of the damper output part 160 can be enhanced bythe regions 294, 295 without teeth.

In the exemplary embodiment in FIG. 15, radial inner slots 298, 299 areprovided in the damper output part 160 in the region of the arms 161,162. The slots 298, 299 extend radially but are not continuous. Theslots 298, 299 make the damper output part 160 elastic. A biasedvariation of the tooth arrangement is thereby created without usingadditional parts. That can reduce wear and prevent noise.

FIG. 16 shows a damper output part 160 composed of two halves 301, 302that are elastically connected at connecting sites 304, 305. Thatimproves the flow of force in the damper output part 160. In addition,it can reduce deformation while the damper output part 160 is operating.The multi-part design of the dual-mass flywheel also makes itparticularly economical to manufacture. When, for example, twoperipherally symmetrical halves 301, 302 are combined, the parts can beproduced from sheet metal with little stamping waste.

FIG. 17 shows an exemplary embodiment in which a double clutch 310 iscoupled to a crankshaft 151 via a connecting part 311. Radiallyinwardly, the connecting part 311 is secured to the crankshaft 151 byscrews 312. Radially outwardly, the connecting part 311 is secured to aclutch housing part 315 by screws 314. An intermediate pressure plate316 is also secured to the clutch housing part 315 (the connection isnot shown). On the input side, friction linings 318 of a first clutchdisc 319 can be clamped between the intermediate pressure plate 316 anda first pressure plate 317. The first clutch disc 319 is coupled to ahub 321 of the first clutch disc 319 via a first vibration damper 320.The hub 321 is non-rotatably connected to a hub bearing 322 that isattached with a screw 323 to a transmission shaft 152 that is designedas a solid shaft.

On the transmission side, friction linings 326 of a second clutch disc327 can be held between the intermediate pressure plate 316 and thesecond pressure plate 325. The second clutch disc 327 is coupled to ahub 329 by a second vibration damper 328, and the hub is non-rotatablymounted to the input-side end of hollow transmission input shaft 153.

The transmission-side end of the hub bearing 322 has a peripheral step330 against which a bearing device 333 for the intermediate pressureplate 316 axially abuts. The bearing device 333 includes a bearing outerrace 334 that is secured to a radially inner region of the intermediatepressure plate 316. In addition, the bearing device 133 includes abearing inner race 335 that is radially mounted on the hub bearing 322.Rolling bodies 336 are positioned between the bearing inner race 335 andthe bearing outer race 334.

In the exemplary embodiment in FIG. 17, there is no two-mass flywheel,in contrast to the prior exemplary embodiments. Given the substantialtorque load, the connection between the double clutch 310 and thecrankshaft 151 is not designed as a plug-in connection in this exemplaryembodiment. The access to the screws 314 during assembly is indicated byan arrow 338. The double clutch 310 is connected to the crankshaft 151via the connecting part 311 in the exemplary embodiment shown in FIG.17.

In the exemplary embodiments shown in FIGS. 6 to 16, the actuating forceof the double clutch is borne by the bearing device on one of thetransmission input shafts. At the same time, the bearing deviceadvantageously provides radial clutch support. The clutch can bepre-mounted in the bell housing. The two-mass flywheel can bepre-mounted on the crankshaft.

The connection to the clutch is made during assembly with a toothedarrangement. The toothed arrangement axially decouples the clutch fromthe crankshaft vibration. The required radial balancing of the clutch inrelation to the crankshaft is provided by the mobility of the damperoutput part in the two-mass flywheel. The damper output part with theinternal teeth is centered by the clutch housing part with the externalteeth, and it can be aligned at its contact sites with the parts of thetwo-mass flywheel.

1. A torque transmission device for a drive train of a motor vehiclehaving a double clutch to transmit torque, said torque transmissiondevice comprising: a drive unit having a drive shaft, and a transmissionhaving at least two transmission input shafts that are connected to adouble clutch unit that includes respective drive unit side andtransmission side clutch discs each having a friction lining, whereinthe drive unit side clutch disc is releasably affixed to one of thetransmission input shafts and has a two-part design that includes a hubfrom which an inner flanged ring extends that is releasably affixed toan outer annular ring on which friction linings are radially outwardlymounted, and the transmission side clutch disc is nonreleasably affixedto another of the transmission input shafts, an intermediate pressureplate between the friction linings of the drive unit side clutch discand the friction linings of the transmission side clutch disc forconnection of one of the clutch discs of the double clutch unit to thedrive shaft of the drive unit, wherein the friction linings of theclutch discs are positioned between the intermediate pressure plate andrespective drive unit side and transmission side pressure platesassociated with the respective drive unit side and transmission sideclutch discs that move with the assistance of associated respectivedrive unit side and transmission side pressure plate actuation devicesin an axial direction relative to the intermediate pressure plate andrelative to a respective transmission input shaft in order to clamp thefriction linings between the intermediate pressure plate and respectivepressure plates associated with the respective clutch discs, wherein thedouble clutch unit is axially supported by the intermediate pressureplate which is axially supported on a radial bearing carried by one ofthe transmission input shafts, wherein pressure plate actuation forcesthat act in an axial direction of the double clutch unit are borne bythe bearing, and wherein the respective drive unit side pressure plateand the transmission side pressure plate actuation devices are eachpositioned between the intermediate pressure plate and a transmissionside clutch housing.
 2. A torque transmission device according to claim1, wherein the intermediate pressure plate is mounted on one of thetransmission input shafts with the radial bearing carried on aninternally hollow transmission input shaft within which an additionaltransmission input shaft is rotatably mounted.
 3. A torque transmissiondevice according to claim 1, wherein the double clutch is pre-mounted inthe clutch housing.
 4. A torque transmission device according to claim3, wherein a bearing site of the pre-mounted double clutch is adjacentto the center of gravity of the double clutch.
 5. A torque transmissiondevice according to claim 1, wherein the intermediate pressure platebearing includes a bearing outer race that is radially affixed to theinside of the intermediate pressure plate, and a bearing inner race thatis radially affixed externally of the inner transmission input shaft. 6.A torque transmission device according to claim 5, wherein the bearinginner race includes a bearing section that is radially inward of theouter transmission input shaft so that a transmission-side end of thebearing section lies on a step formed on the outer transmission inputshaft.
 7. A torque transmission device according to claim 6, wherein anattachment section extends from a drive-unit-side end of the bearingsection inner race to which attachment section a retaining ring isreleasably affixed.
 8. A torque transmission device according to claim7, wherein the retaining ring is fixed with the aid of a screwconnection to the attachment section of the bearing section inner race.9. A torque transmission device according to claim 8, wherein theretaining ring has a radially inner fixing section that exerts a closingforce on the retaining ring through the screw connection, and a screwconnection force causes a locking ring to mesh in an annular groove thatis provided in the outer transmission input shaft.
 10. A torquetransmission device according to claim 9, wherein the locking ring isslotted and pretensioned so that it can be inserted onto the outertransmission input shaft.
 11. A torque transmission device according toclaim 9, wherein the bearing outer race, the bearing inner race, theretaining ring and the locking ring are formed from sheet metal.
 12. Atorque transmission device according to claim 1, wherein a torsionalvibration damper is positioned between the drive shaft of the drive unitand the double clutch and includes a dual-mass fly wheel having a damperinput part that is affixed to the drive shaft of the drive unit, and adamper output part including an annular ring having an outer portionoperatively connected with at least one arc-shaped spring that engagesthe damper input part, wherein the damper output part includes aradially inner portion that terminates at and releasably engages adouble clutch housing part to which the intermediate pressure plate isaffixed.
 13. A torque transmission device according to claim 12, whereina spring device is positioned between the double clutch housing part andthe damper output part, and wherein the spring device presses the damperoutput part against a friction device that is positioned between thedamper input part and the damper output part.
 14. A torque transmissiondevice according to claim 13, wherein the damper output part includes arecess to receive a section of the double clutch housing part radiallyinwardly of the friction device.
 15. A torque transmission deviceaccording to claim 12, wherein the double clutch housing part is made ofsheet metal and includes a flange to fasten the double clutch housingpart to the intermediate pressure plate.
 16. A torque transmissiondevice according to claim 15, wherein the double clutch housing partincludes an external spline section that is integral with the flange andis complementary to an internal spline that is radially inward on thedamper output part.
 17. A torque transmission device according to claim16, wherein the outer spline of the double clutch housing part liesradially between an inner diameter and an outer diameter of the frictionlinings of the drive unit side clutch disc.
 18. A torque transmissiondevice according to claim 16, including a reinforcing edge on the doubleclutch housing part radially within the external spline section.
 19. Atorque transmission device according to claim 12, wherein the damperoutput part is substantially an annular disc made of sheet metal onwhich there is an inner radial spline and at least one catch finger forengagement with an energy storage mechanism of the vibration damper. 20.A torque transmission device according to claim 19, wherein two radialcatch fingers are diametrically opposed on the outside of the damperoutput part.
 21. A torque transmission device according to claim 20,including inner radial slots adjacent to the catch fingers in the damperoutput part.
 22. A torque transmission device according to claim 1,wherein a torsional vibration damper is provided between the drive unitand the double clutch unit.
 23. A torque transmission device for a drivetrain of a motor vehicle having a double clutch to transmit torque, saidtorque transmission device comprising: a drive unit having a driveshaft, and a transmission having at least two transmission input shaftsthat are connected to a double clutch unit that includes respectivedrive unit side and transmission side clutch discs each having afriction lining, wherein the drive unit side clutch disc is releasablyaffixed to one of the transmission input shafts and has a two-partdesign that includes a hub from which an inner flanged ring extends thatis releasably affixed to an outer annular ring on which friction liningsare radially outwardly mounted, and the transmission side clutch disc isnonreleasably affixed to another of the transmission input shafts, anintermediate pressure plate between the friction linings of the driveunit side clutch disc and the friction linings of the transmission sideclutch disc for connection of one of the clutch discs of the doubleclutch unit to the drive shaft of the drive unit, wherein the frictionlinings of the clutch discs are positioned between the intermediatepressure plate and respective drive unit side and transmission sidepressure plates associated with the respective drive unit side andtransmission side clutch discs that move with the assistance ofassociated respective drive unit side and transmission side actuationdevices in an axial direction relative to the intermediate pressureplate and relative to a respective transmission input shaft in order toclamp the friction linings between the intermediate pressure plate andrespective pressure plates associated with the respective clutch discs,wherein the respective drive unit side pressure plate and thetransmission side pressure plate actuation devices are each positionedbetween the intermediate pressure plate and a transmission side clutchhousing, wherein the double clutch unit is axially supported by theintermediate pressure plate, wherein one of the transmission inputshafts is a hollow shaft in which an inner transmission input shaft isrotatably mounted, wherein the intermediate pressure plate is rotatablycarried on a cylindrical hub bearing member on the drive unit side endof the inner transmission shaft via an intermediate pressure platebearing, and wherein the cylindrical hub bearing member is releasablyattached to the drive-side end of the inner transmission input shaft.24. A torque transmission device according to claim 23, wherein thedrive unit side clutch disc is rotatably connected to the cylindricalhub bearing.